Electric towing-locomotive.



. C. W. LARSON.

ELECTRIC TOWING LOCOMOTIVE.

APPLICATION FILED OCT. 28. 1924.

1 1 ?7,42 1 Patented Mar. 28, 1916.

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W itness es Inventor: Cad Vvf Larson His 'A'ttoTn e3.

' c. w. LARSON. LECTRiC TOWWG LOCOMOTIVE.

IISM,

APPLiCATXOH FILED OCT. 28

Patented Mar. 28, 1916.

7SHEETS-SHEET 2.

EV m0 Inventor: i' Car], \M Larson, by

W itnesses 'H is Attorn ea;

C. W. LABSGN.

ELECTRIC TOWI'NG LOCOMOTIVE.

APPLICATION FILED OCT. 28, 19:4.

1 17142 1 Patented Mar. 28, 1916.

7SHEETSSHEET 3.

Carl W.Lar-son,

L MM

H is Attorn C. W. LARSON.

ELECTRlC TOWING LOCOMGTWE.

. APPUCATION FILED OCT. 28, 9h} 1 177 %1, Patented Mar. 28,1916.

?SHEETS-SHEET 4.

Inventor: Cami JV. Larson w a? QM Hi5 'Att orneg i Witness es MA YRW c.w. LARSON.

ELECTRBC TOWING LOGOMOTIVE.

APFLICATIOH FILED OCT. 28, 19M.

Patented Mar, 28, 1916.

7 SHEETS-SHEET 5.

inventor Can? W. Laison,

A Wg /J/ C. W. LARSON.

ELECTRiC TOWING LOCOMOTIVE.

APPLICATION FILED OCT. 28. 1914 3. 1??fiz'3 l O Patented Mar. 28, 1916.

7SHEETSSHEET 6.

C. W. LARSON,

ELECTRIC Towme LOCOMOTIVE.

AFPLECATIDN HLED OCT, 28, 3914.

Patented Mar. 28, 1916.

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UNITED STATES CARL W. LARSON, OI SCHENECIADY, NEW YORK, ASSIGNOB TOGENERAL ELECTBEG 1 COMPANY, A CORPORATION OF NEW YORK.

ELEOIRIC TOWING-LOCOMOTIVE.

Specification of Letters Patent.

Patented Mar. as, 31916.

Application filed October 28, 1914. Serial No. 369,001.

' exerted through a cable wound upon a drum mounted upon the locomotive.

My invention comprises various improvements in the driving mechanism andthe brake mechanism, all as hereinafter set forth and claimed.

No claim is made in this application for the winding drum, the detailsof its mounting upon the frame of the locomotive,'or the mechanism foroperating said drum, such features of my invention constituting thesubject matter of a divisional application, Serial No. 42,550, filedJuly 29th, 1915.

The locomotive which I have illustrated in the accompanying drawings hasbeen designed and built for service at the Panama Canal for towingvessels into and through the locks; but it is evidently capable of othercognate uses, such for instance, as pulling trains up heavy grades, etc.

The system of towing adopted at the Panama Canal locks utilizes for eachvessel four locomotives running along the canal walls, two beingopposite ,each other in advance of the vessel, and two running oppositeeach other to follow the vessel. Cables extend from the forwardlocomotives and connect with the port and starboard sides respec tivelyof the vessel near the bow, and other cables connect the rearlocomotives with the port and starboard quarters of the'vessel.

The lengths of the towing cables are adjusted to position the vesselsubstantially in mid channel, and when the leading locomotives arestarted they will tow the vessel, while the trailing locomotives willfollow;

-the speed of all the locomotives being prac tically the same. Moreover,the towing cables can be adjusted at will during the tow. Thus thevessel is always under complete control quite independently of its ownpower and the danger of injury to the canal walls and gates is reducedto a minimum. In order to stop the tow, the power is shut 0d, theforward locomotives drifting and the hand brakes on the trailinglocomotives being applied, thus retarding the vessel until it comes to astop. For such service, the locomotive must have alow center of gravitytoreduce the danger of being upset by the lateral pull of the cable. Itmust also have great tractive power to be able to start and keep inmotion the largest vessel which the canal is capable of accommodating.It must be able to ascend the steep grades between the locks. It musthave means for slowly paying out or taking in the towing cable duringmaneuvering and control of the vessel, and

means for quickly hauling in the cable when 1 it has been cast off. Itmust have yielding couplings for the winding drum which will give toprevent the cable from parting in case of an excessi e strain. It-musthave well designed and flexible guiding devices to accommodate for thevarious angles of the cable. It must have an efiicient braking systemwhich will quickly stop the locomotive when desired, and will actautomatically in case of a failure of the electric current, so that thevessel will not drift about helplessly, but will be instantly held fastby the four locomotives My invention aims to provide for all. theserequirements. f

In the accompanying drawings, Figure 1 is a side elevation of myimproved towing locomotive with most of the side covers removed; Fig. 2is a plan view of the same, partly in section; Fig. 3 is a cross-sectionnear the winding drum on a larger scale; Fig. 4 is a side elevation ofone oi the traction bracket-s; Fig. 5 is a longitudinal horizontalsection of the jack shaft of the driving mechanism; Fig. 6 is a similarsection of the axle; Fig. '2' is a detail of the clutch operatingmechanism; Fig. 8 is a side elevation, partly in section, of the brakerigging same on the line yy, Fig. 9; Fig. 12 is a plan view of thepedestal and brace on a smaller scale; Fig. 13 1s a vertical section ofthe'sam, on the line e-2', 12:, and Fig.

14 is adetail showing the clutch and operatmg parts for the slow speedwinding 1 motor.

The working parts or the locomotive are supported by two longitudinalupright s'de frames 1 of cast steel connected by transverse beams 2. Theframes are in effect deep rigid trusses, having upper and l :wer members3, t connected by posts 5 and. diagonal braces 6. The middle portion ofeach frame has its upper and lower members panallel and horizontal, butthe end portions have their lower members inclined upwardly toward theends of the frame. The pedestals 7 for the wheel axles 8 are located atthe junction of these end port-ions'with the middle portion, and are ofthe usual locomotive type, having vertical parallel jaws between whichslide the journal boxes 9. Springs 10 are interposed between the tops ofthe journal boxes and the tops of the pedestals. The locomotive is thusmounted upon four wheels 11 carried on thej'jwoaxles 8, the wheel basebeing, in the locomotive selected for illustration, about twelve feet,and the overall length of the locomotive over thirty-two feet.

Each axle is driven by its own motor, independentlylof the other, and asthe construction is identical at both ends of the machine, a descriptionof one will suflice for both.

A bracket 12 is hinged at one end upon the axle, having bearings 13which it journals on the axle and are secured in place by caps ll whichare preferably provided with oil cellars 15. The bracket is providedwith bearings for a transverse jack shaft 16 parallel with the axle, andhas pillow blocks 171 for a counter-shaft 18 also parallel with theaxle. It has a substantially horizontal platform 19 to support thedriving motor 20. Its outer end is supported at each corner by twosprings 21 placed above and below a stationary angle iron 22 andconnected to the bracket by a bolt 23 so to alford 'a yielding supportin both upward and downward movements of the bracket.

The motor is of any well known type and is geared by pinion 2i and spurgear to the counter shaft 18, which carries a pinion 26 meshing with aspur gear 27 keyed to the jack shaft 16. On the outer side of this spurgear are formed clutch teeth to cooperate with similar teeth 28 on theadjaccnt side of a gear 29 which is sleeved upon the jack shaft, and canhe slid lengthwise thereon to engage and disengage said clutch teeth.The means for sliding this gear consists preferably of a. disk 30secured to-lihe gear and having a central hub 31 fitting over the end ofthe jack shaft. A rod 32 runs through a central hole in said shaft andthrough the center the hub 31.. where it is rotatably secured or nuts33, which permit the (llSK to rotate with the wheel but cause it toslide the wheel axially when the rcd is reciprocated. A pinion 3% iskeyed to the axle 8 and is rail is laid between the track rails and thelocoinotive is provided with a cog wheel 35 secured to or integral witha sleeve 36 which rotates freely on the axle. A gear wheel 87, securedto or integral with this sleeve, meshes with a gear 38 turning looselyon the jack shaft. Clutch. teeth 39 on this gear can be engaged by teeth40 on a clutch l1 which is splined to the ack shaft. A twoarmed lever42, fulcrumed on a bracket 4.3,

straddles the shaft 16 and is pivoted to a collar 44: riding in a groovein the clutch +1. The lever is connected. by a link 45 with one end of alever 46 turning loosely on a vertical rock shaft 47. An elastic arm 48is keyed to the shaft and engages lugs on the lever 46. The arm. 48 ispreferably composed of a laminated fiat steel spring. A. second arm 49on the shaft is connected by a rod. 50 with a handle 51 in the cab ofthe locomotive. The handle can be locked by a suitable latch and notchedquadrant. The other end of the lever s6 is pivotally connected to therod 32 so as to throw out the clutch 28 when the clutch 40 is thrown in,and vice versa. The quadrant is provided with three, notches. positionclutch gear 29 is in and clutch 40 is out. In lower position clutch 40is in and clutch gear 29 is out. In the middle position both clutchesare out. It will be appreciated that the clutch jaws are not always inalinement, but due to the flexible arm 48 the lever handle is thrownfull stroke and locked in either up or down position. lhis will putspring arm 48 under tension and when power is applied to the motor, theshaft 16 is revolved thus causing the clutch jaws to come to alinemcnt,and spring arm 48 being under heavy tension will automatically \Vithlever in upper throw the clutches in, without any atten-- tion from theoperator. The two rock shafts at opposite ends of the locomotive areconnected'by the rods 52 pivoted to rock arms 52 on said shafts and toan intermediate lever 52 fulcrumed on the pedestal'supporting thewinding drum.

The two motors 20 are controlled by suitable controllers installed inthe cabs atthe ends of the locomotive, and the circuits are such thatboth motors can be controlled from either cab, and can be operated inseries or in multiple asdesired. Currcnt may be taken from a workingconductor by any kind of current collecting device, 'such as the plowshown in Figs. 1 and 3. Inasmuch as these electrical features form nopart of my invention, I have not deemed it necessary to describe them indetail.

It will be observed that each motor, with all its gearing and clutches,is mounted independently of'the frame of the locomotive, to which it isconnected only by the springs 21 which give an elastic support for theouter end of the. bracket 12 on which the mechanism is carried.

In connection with each motor a powerfulbrake is installed, and asduring operation the motors will be geared either to the zfxles or tothe cog wheels, the truck wheels ;11 are not provided with any brakerigging.

l and 2, but is seen to best advantage in The motor brake is Ishown inFigs.

Fig. 8. On the motor shaft is keyed a brake disk or drum 53 and toopposite sides thereof are applied the brake shoes 54 carried by thebrake levers 55 which are pivoted at 56 upon a-stationary bar 57projecting from a frame 58 which supports a, solenoid 59. The movablecore of this solenoid is pivotally connected to the long arm of a bentlever 60 which is fulcrumed at 61 on one of the brake levers. A rod 62connects the angle of this lever with the other brake lever, thusconstituting a sort of toggle between the two levers. When the core ofthe solenoid drops, it actiiates the bent lever and the rod in such-amanner as to draw the two brake levers toward each other and therebyapply the brake shoes to the drum.

he winding of the solenoid is in circuit with the motor, so that whenthe current is i turned on to energize the motor windings, the solenoidwill lift its core and thereby release the brakes. But should the motorcurrent be shut off, either intentionally or accidentally, the core willinstantly drop by gravityand its weight will exert a powerful leverageupon the brake lovers to stop the motor and the locomotive. This actionoccurs sinm taneously on both motors. In addition to this automaticbrake, ll pro vide means for applying the brakes manually in order tosup 'ilement the action of the automatic feature. and to regulate andstop the machine whenever desirable. An upright shaft (53, provided witha hand wheel 64., has attached to it one end of a chain 65, which runsunder a stationary pulley '66, up over a pulley-67 on one end of anelbow'lever 68 pivoted to one of the brake levers. and thence under astationary pulley 69 to the opposite end of the locomotive. The elbowlever (1 has its other arm eonnerled by a rod 70 t the. other brakelever. the rod being preferably adjustable. in length as shown. Thelever 68 and rod 70 constitute a sort of toggle connecting the brakelevers. A spring 71 tends to lift the arm carrying the pulley 67 andthus hold off the brake shoes. When the brake staff is turned, it windsup the chain andpnlls down the pulley 67, thereby urging the brakelevers together and applying the brake shoes to the drum. In this Way,the engineer can add hand power to the effect of the electric brake andproduce a greater braking action, Without interfering with the automaticoperation of the solenoid.

As appears in Fig. 2, the brake levers 55 are double, only the rearmember of each being shown in Fig. 8. This avoids any bending strains onthe pivots. The levers and 6S and the rods 62 and 70, constituting thetwo toggle systems, are located between the two members of each lever,as are also the brake shoes 54. The chain extends from-the pulley 69..to the similar point in the brake rigging of the motor at the other endof the locomotive, so that the operation of either of the brake staffswill apply both brakes simultaneously.

Passing now to the features which render the locomotive peculiarlyadapted for towing purposes, it will be observed that the drum 72 onwhich the cable 73 is wound is located midway between the ends of thelocomotive and above the upper member 3 of the side frames, so that thecable can be led ofl";our-either side of the machine and througlta widerange of angles to the line of travel; The hub'74 of the drum isrotatably mounted upon the hub 75 of a spider 76 which in turn isrotatable upon the upper portion of a massive tubular, verticalcylindrical column 77 rising from a pedestal 78 secured to the baseplate 79 which is supported upon the lower members 4 of the side frames.The upper portion of the pedestal is held in a brace 80 which is shownas aheavy X-shaped casting fastened to the upper members 3 of the sideframes and to two of the cross beams 2. This brace fits the pedestaljust .below the shoulder 81 on which the hub 75 is stepped.

The spider 76 supports a circular rirn 82 which has a horizontal uppersurface 83 and :1 dependent flange 8-1-. 011 the surface 83 is secured aflat, smooth bronze ring 85, on which lies a smooth fiat ring 86 ofsteel. A second bronze ring 87, similar to the first, lies on top of thesteel ring and is secured to a flanged follower 88. Studs 89 project upfrom the rim 82 through holes in a horizontal flange of the follower andare encircled by springs 90 which abut between said flange and nuts 9]on the studs and press all three rings tighttv together. The

steel ring H6 is secured to lugs 92 on a flange 9? projecting downwardlyfrom the winding d um 79, so that the rings constitute a (firictionclutch between the'spider and the rum.

Inside the flange 8% on the spider is socured a large internal gear 91,with which mesh tu'o driving pinions 95, 96, secured respectively to twoupright shafts 97, 98. Step bearings 99, 100 are provided for these shain the base 01 the pedestal 78, While arms 10.1, 102 projecting from theupper portion of the pedestal just below. the brace 80 aiiord guidebearings 103, 1011 for the upper portions of said shafts. A worm gear105 is clutched to the shaft 97 and is driven by a worm 106 on the shaftof an electric motor 107 bolted to the base 79 of thcl loco motive. This gearing is inclosed by a casing 108. A bevel gear 109 is keyed tothe 1ip-- right shaft 98 and meshes with a bevel pinion 110 on the shaftof an electric motor 111 jlastened to the base 79.

The motor 111 is used for driving the drum at a fast rate of speed forcoiling in or paying out cable. It remains permanently in gear. Theother motor, 101', is used for taking in or paying out cable when it isunder load, and the drum operates as a Windlass or capstan. It operatesmuch more slowly and powerfully than the motor 111,

and can be disconnected from its shaft when not in use. To this end, aclutch is} pro vided, having one member 112 splined to the shaft 97, andthe other member 113 attached to the hub 114 of the Worm gear,

which is sleeved on the shaft. A lever 115, fulcrumed to a lug 116 onthe arm 101, is pivotally connected to the hub of the clutch member 112,and its other end is attached to the movable core of a solenoid 117which is in circuit with the motor 111, so that when ever the circuit ofthe latter is closed the which serves as a cover or two parallel bars122, other below said opening.

solenoid-Will lift its core and the lever 115, and thus throw out theclutch of the slow winding motor, allowing shaft 97 to revolve but motor101' and worm gear 1O5-ren1ainin at rest.

The cable guide which directs the cable as it pays out or winds up ismounted to revolve on the axis of the drum. It comangularly adjustableportions being a circular bell cable guard for The hub 120 of the bellupper end of the colon a shoulder thereprises two 118, 119, the formerthe winding drum.

is journaled on the umn 77, being'stcnped on. At one side the mit thecable to the drum. On each side of this opening is bolted one end of aframe, comprising box'like ends 121 connected by Between said bars andon veither side of the opening are two upright fIuide-rolls123 havingcylindrical tacos. ceivcd in bcarincs in the bars 122. At each and ofthis frame. arms 12 1. as end dowu-- n'ardlv to afford support for tworollers 125 mounted on horizontal studs 26 seboll. is cut away to ad- Ione above and theand rotating on journals re awmai.

cured in said arms. These rollers are adapt ed to travel. between theupper and lower f anges of a circular channel iron 12? which P .1

is rastencd on top or toe side frames concentric with the colu an 17,and forms a track supporting the outer end of the frame 121., 122, andrelieving the column Weight thereof. Stops 128 are rcmovably attached tothe top of the channel iron 127 to limit the angular play of the guidemember 11f By taking oil. these stops, the bell can be turned until therolls are on the opposite side of the locomotive; after-which member 119is an uprlght rectangular frame 7'? of the w 130 in Whose top and bottomis journalcd on v a vertical arms a swivel 131 carrying two groovedrolls 132, ournaled one above the other on horizontal axes. The edges ofthese rolls stand close. together, so that their cable 73 passes, abouton a line with the middle of the guide rolls The frame 130 is supportedby rollers 133 running in the track 127. The guide member 11'. has anangular movement with reference tothe member 118, limited by the frame130 strik ing the ends of the frame .121. When the cableis pulled eitherforward or backward from the middle position it occupies in Fig. 1, theswivel. permits the grooved rolls 132 to more with it, and the guidemember 119 swings also, so that the rolls 132 continue to support therope on a line with the middle of the rolls 123, without beingthemselves subjected to any side strain. All lateral.

strains are sustained by the heavy guide The gripping wheels are carriedon. heavy bars 131 whose inner ends are pivoted at 538 grooves form anopening through which the I to the base of the machine. so that saidbars 1 can. move horizontally Their outer ends are cno'ag'cd' b v-strongsprings li-lll "\VlllGl] urLc said gripping wheels, to its inner liinitof travel.

This locomotive has-.a number of {calm x'vliich have made its practicalsuccess. it

is constructed on accepted lines of locomotive practice. The parts areall simple and sturdy and designed to meet and sustain heavy duty. Eachpropelling motor and its gearing is mounted on a rigid bracket separatefrom the locomotive frame, supported at one end directly on the wheelaxle and spring-mounted at the other end resulting in smooth and easyrunning. The controlling mechanism, both mechanical and electrical. isduplicated in the two cabs, so that the locomotive can be handled fromeither end; both of the brake riggings and clutch mechanisms beingmechanically connected, respectively. The winding drum and guide membersare on top of the locomotive in full view from both cabs. The frictionrings which constitute the clutch be tween the driving spider and thecable drum, are machined and ground to a smooth fit, and by means of thecompression springs they can be set to slip at any desired load on thecable up to the breaking strain of the same. When adjusted for a givenload, the drum can be relied upon to slip within five per cent. of thatload. This always will prevent the cable from breaking as the strain islimited by this device. This device is also necessary when a tow is tooheavy to be accelerated at locomotive speed, and it allows the cable toslip out until the speed of the tow increases to that of the locomotive.

In accordance with the provisions of the patent statutes, I havedescribed the principle of operation of my invention, together with theapparatus which I now consider to represent the best embodiment thereof;but .i desire to have it understood that the apparatus;shown is onlyillustrative, and that the invention can be carried out by other means;

What I claim as new and desire to secure by Letters Patent of the UnitedStates, is

1. An electric towing locomotive having a single axle near each end, abracket hinged on each axle independently of the locomotive frame andextending toward the end of the locomotive, a propelling motor mountedon each bracket, and speed reducing gearing supported by said bracket.

An electric towing locomotive having parallel side frames whose bottommembers slope upward at the ends, cross beams connccting said frames,pedestals at the points "where the upward slope of the side framesbegins, a single axle journaled in each pair of pedestals, a brackethinged on each axle independently of the side frames, and extendingtoward the end of the locomotive, a motor mounted on each bracket,speedreducing gearing carried on the bracket, and spring suspensiondevices between the outer end of the bracket and the frame.

3. An electric towing locomotive having single-axles near its ends, apinion keyed to each axle, a slee've on each axle provided with a cogwheel and a gear wheel, a bracket hinged on the axle, a motor mounted onthe bracket, a speed-reducing gearingon the bracket engaging the pinionon the axle and the gear wheel sleeved thereon, and clutches forconnecting the motor to either the pinion or the gear wheel.

l. An electric towing locomotive having driving axles near its ends, abracket hinged on each axle, a motor mounted on said bracket, ajack-shaft geared to the motor, a cog wheel sleeved 011 the axle, andmeans for causing the jack shaft to actuate either the driving axle orthe cog wheel at will.

5. An electric towing locomotive, having a' driving axle near its end, abracket hinged thereon, a motor mounted on said bracket, a jack shaftgeared to the motor, gears loose on said shaft, a pinion on the axlemeshing with one of said gears, a sleeve on the axle carrying a cogwheel and a gear wheel, the latter meshing with the -other loose gear onthe jack shaft, clutches for coupling said loose gears to the jackshaft, and means for simultaneously rendering one of said clutchesoperative and the other inoperative respectively.

6. An electric towing locomotivehavihg a propelling motor, a jack shaftgeared to said motor and having an axial passage through it, gear wheelsloose on said shaft, clutches for coupling said wheels to the shaft, arod passing through said passage for operating one of said clutches, alever pivoted to said rod, connections between said lever and the otherclutch, means for rockingsaid lever, a driving axle having a pinionmeshing with one of said loose gears, and a sleeve on the axle geared tothe other loose gear and carrying a cog wheel.

7. An electric towing locomotive having a propelling motor, a jack shaftgeared to said motor, loose gears on said shaft'for transmitting powerto the propelling wheels of the locomotive, clutches for coupling saidgears to the jack shaft, a lever for operating said clutches, a rockshaft, and a resilient." arm on said shaft engaging said lever. v

8. An, electric towing locomotive having a propelling motor, a brakedrum on the shaft o'f said motor, brake levers on opposite sides of saiddrum, a bentleverpivoted &

tomatically to apply the brake when the motor circuit is opened, andmanual means for operating the other system to assist the electricapplication.

10. An electric towing locomotive having a propelling motor, a brakedrum on the motor shaft, brake levers cooperating with said drum, twosystems of toggle levers connectecl to said brake levers, electricalmeans for actuating one of said systems automatically to. apply thebrake when the motor amen circuit is opened, a brake staff having a handwheel, a chain attached to said staff, and a pulley on one of the leversof :the other toggle system around which said chain 15 passes.

In witness whereof, I have hereunto set my hand this 27th day ofOctober, 1914.

CARL W. LARSON.

Witnesses:

HELEN ORFORD, I MARGARET E. WOOLLEY.

